End underframe construction for vehicles, especially railway cars



Apnl 18, 1950 A. G. DEAN ETAL 2,504,112

END UNDERFRAME CONSTRUCTION FOR VEHICLES,

ESPECIALLY RAILWAY ,CARS Filed April 17, 1945 7 Sheets-Sheet 1 I N VENTORS- Qilberf Cr. Decmv alver [5. Dean. 7

A TTORNE Y April 18, 1950 A. G. DEAN\ ET AL 2,504,112

END UNDERFRAME CONSTRUC 0N FOR VEHICLES, ESPECIALLY RAIL AY CARSINVENTORS. l QUoer t CIDecL I m| yWalrer BDean.

Aprll 18, 1950 A. G. DEAN ETAL 2,504,112

END UNDERFRAME CONSTRUCTION FOR VEHICLES,

ESPECIALLY RAILWAY CARS Filed April 17, 1945 7 Sheets-Sheet s 1 mm w-mrPL :w A

April 18, 1950 A. G. DEAN ET AL 2,504,112

END UNDERFRAME CONSTRUCTION FOR VEHICLES, ESPECIALLY RAILWAY CARS FiledApril 17, 1945 7 Sheets-Sheet 5 Jiiiii. iii-villi- 5 INVENTORS A Lbert(1 Dean. We (er 5. Dean A TTORNE Y April 18, 1950 A. G. DEAN ET AL2,504,112

END UNDERFRAME CONSTRUCTION FOR VEHICLES,

. v ESPECIALLY RAILWAY CARS INVENTORS @16- i mbm 0. Dean.

Walcer [5 Dean.

ATTORNEY April 18, 1950 ESPECIALLY RAILWAY CARS I3 12 E Fm?! ml Lil noM4 M7 114 A. G. DEAN ET AL END UNDERFRAME CONSTRUCTION FOR VEHICLES,

Filed April 17, 1945 '7 Sheets-Shegt, 7

my INVENTORS.

Qlbert (1. Dean. Y WaHer [5. Dean ATTORNEY Patented Apr. 18, 1950 ENDUNDERFRAME CONSTRUCTION FOR VEHICLES, ESPECIALLY RAILWAY CARS Albert G.Dean and Walter B. Dean, Narberth, Pa., assignors to The Budd Company,Philadelphia, Pa., a corporation of Pennsylvania Application April 17,1945, Serial No. 588,760

12 Claims. (Cl. 105-414) The invention relates to an underframe forvehicle bodies especially of railway cars, and more particularly to anend underframe which is largely composed of sheet metal membersintegrally connected with each other by electric spot welding.

Among the objects of the invention is an end underframe having a centersill portion which constitutes an integral continuation of the middleportion of the body center sill so as to transmit the longitudinalstresses, mainly introduced over the bumpers and the buffing and draftgear, without abrupt change in direction and without undue stressconcentrations.

Another object of the invention is a center sill of the indicated typewhich combines ample strength with light weight.

A still further object of the invention is an end underframe which lendsitself to the easy and convenient fabrication and assembly of itscomponent parts.

Among the objects is also an end underframe which constitutes anextension of a body center sill according to the simultaneously filedapplication Serial No. 588,866 on Underframe for vehicles especiallyrailway cars, of the co-inventor W. B. Dean and which contributes to thedesired functioning of such body center sill.

A still further object of the invention is an underframe having abolster or similar transverse beam of lightweight construction coupledwith great strength and good accessibility for making the assemblyjoints.

In addition to the aforesaid simultaneously filed application, theinvention has special advantages in combination with, although it is byno means restricted to the constructions disclosed in the applicationsSerial No. 580,646, Body for vehicles, especially rail cars, of theco-inventor W. B. Dean, and Serial No. 580,647, Body construction,especially for rail cars, of R. J. Theriault, both filed on March 2,1945.

The above indicated objects of the invention and its features as well asfurther objects and advantages are fully disclosed in the attacheddrawings showing two embodiments and in the following description of thelatter.

In the drawing:

Figure 1 is a fragmentary plan view of one end of a railway carunderframe, together with adjoining portions of side and end walls insection substantially along the planes of lines ll of Figures 9 and 14;certain parts of the floor structure and of one side sill being brokenaway so as to more clearly show the structure therebeneath;

Figure 2 is a fragmentary side elevation of the center sill and asection through the adjoining.

transverse members along line 2-2 of Figure 1;

Figure 3 is a horizontal fragmentary section of the center sill andadjoining members substantially along line 3-3 of Figure 2;

Figure 4 is a fragmentary longitudinal and vertical section through thecenter sill and adjoining parts substantially along line l4 of Figure 1,that is along the longitudinal center line of the frame;

Figures 5 and 6 are transverse vertical sections through the center sillalong lines 5-5 and 6--6, respectively, of Figure 1, yet on a largerscale;

Figure '7 is a fragmentary section through the center sill along line'l'! of Figure 1 together with a fragmentary end elevation of part ofthe end sill;

Figure 8 is a fragmentary section through the center sill and theadjoining part of the floor structure, side sill and side wall alongline 8-8 of Figure 1 together with an end elevation of a cross bearer;

Figure 9 is a fragmentary end elevation of the bolster beam and. asection through adjoining pore tions of the center sill, the side silland side wall construction substantially along line 9-9 of Figure 1;

Figure 10 is a longitudinal vertical section through the bolster beamand a side elevation of the adjoining parts of the center sill, thesection being taken along line Ill-l0 of Figure 9 but on a larger scale;

Figure 11 is a fragmentary horizontal section through adjoining portionsof the center sill and the bolster beam substantially along line H-ll ofFigure 9 and on the same scale;

Figure 12 is a section through the middle por tion of the bolster beamalong lines l2--I2 of Figures 1 and 9 and on the scale of Figure 10;

Figure 13 is a fragmentary vertical section on the scale of Figure 10through the connection between center sill and bolster beam, the sectionbeing taken substantially along lines l3-l3 of Figures 1 and 10;

Figure 14 is a section through the outer end of the bolster beam and afragmentary elevation of adjoining side wall portions, the section beingtaken substantially along line Ill-l4 of Figure 1 and on a similar scaleas Figure 10;

Figure 15 is a fragmentary perspective, partly sectional view of amodified form of the bolster beam and its connection to the center sill,

Figure 16 is a fragmentary plan view of and a horizontal middle sectionalong line 5-1 6 of Figure 15 through the connecting zone between centersill and bolster beam; and

Figure 17 is a fragmentary local section through the bottom and sidewall connection of the bolster beam along line |ll'l of Figure 15.

The end underframe illustrated in the drawing has a center sill l and abolster beam 2 forming two of its main strength members. Inboard of thebolster beam 2, the cent r sil-l I is substan- 3 tially identical withthe construction disclosed in the simultaneously filed applicationSerial No. 588,866 of the co-inventer, Walter B. Dean, mentionedhereinbefore.

The sill I as shown in cross section in Figure 5, has side members 3 andbottom wall members 4 and 5. The side members 3 are outwardly facingU-sections having a vertical wall or web 6, top and bottom walls orflanges 1 and 8 and a longitudinally extending reinforcing groove 9 inthe middle Of the web 6. The upper bottom wall member 4 is an upwardlyfacing U-section with a horizontal web It and upstanding arms H whichlatter overlap and are secured to the insides of the lower portions ofthe webs or side walls 6. The other, lower, bottom wall member issecured to the web ll] of the member 4 and to the bottom flanges '8 ofthe members 3. Both members 4 and 5 are formed with an upwardly directedreinforcing groov [2 and 3, respectively, along the longitudinalvertical center plane, line 4-4 in Figure 1, of the underframe and ofthe body as a whole. Secured to the top flanges I is a shear panel I 4reinforced by vertical transversely extending webs or arms 15, see alsoFigures 1, 2 and 10, as is more fully described in the aforesaidsimultaneously filed application.

The bottom wall members 4, 5 extend without change in cross sectionacross the location of the bolster 2 in outboard direction to a planedesignated in Figures 2, 3 and 4 by line 16, that is nearly halfway fromthe bolster to th outboard .end of the underframe. The upper flanges 1and the upper web portions 6 of the side wall members 3 above thegrooves 9 extend to the plane I 1 (Figures 2 and 4), that isto a regionabout halfway between the ends of members 4, 5 and the outboard end ofthe underframe, whereas the flanges 8 and the web portions 6 below thegrooves 9 extend further outboard and end short of the end casting [8near the outboard side of the so-called second end beam l9 at the planeindicated by the line (Figures 4 and 5). The groove 9 terminates justinboard of the bolster beam as indicated by the dotted line 2: inFigures 2 and 10 and as marked by the same numeral in Figure 4. Thespace between the upper and lower web portions of the side walladjoining the end of the groove 9 is filled in on each side by a shortplate 22 (Figures 4, 11 and 13), the purpose of which will becomeapparent from the later description of the bolster beam construction andattachment.

The side wall members '3 of the center sill are supplemented from theline mark d by the numeral 22 (Figures 2, 4 and 10) inboard of thebolster beam to the end casting I8 by outer U- section members 23 eachhaving a vertical web 24, a top flange and a bottom flange 26 (Figures2, 3, 6, 7, 8, 10, 11 and 14). The webs 24 overlap the webs 6, and theflanges 25, 26 overlap the flanges l and 3 of the members 3 and aresecured thereto by spot welding or other means as indicated by the heavyblack dots in such sectional figures as Figure 6 and by asterisksinFigures 2 and 10. The upper portions of the webs 24 with their flanges25 extend uninterruptedly to the end sill casting I3 whereas the lowerportions of the webs 24 with their flanges 26 are separated in the endregion by a longitudinal slot 21 (Figure 2) in each member from theupper portions and diverge outwardly; these diverging web and flangeportions are marked respectively, 28 and 29 (Figures 2, 3, 4 and 7).

The members 23 with their straight upper portions 24, 25 and diverginglower portions 28, 29 extend to the plane 30 defining the inner face ofthe end casting l8 (Figures 2 and 4). A member 3| on each side bridgeswith its triangular web 32 the space between the margins of the slot 21,and has a downwardly extending outer arm 33 fastened to the inside ofarm 28 and its upwardly directed inner arm 34 fastened to the inside ofweb 28 (Figures 3, 4 and 7). A horizontal, outwardly directed flangeextension 35 of the arm 34 overlaps arm 25, Figure '7. The members 3!extend between the planes l! and 30 so that their arms 34, 35 formoutboard extensions of the upper portions of the webs 6 and the topflang l of the center sill side members 3.

Two superimposed top wall profiles 36 and 31 extend respectively from aplane 38 outboard of and adjacent the bolster beam and from plane I6 tothe plane 30 at the casting l8 (Figures 2, 4, 6 to 8 and 10). Thesemembers are similar to the bottom wall profiles 4 and 5. The upper topmember 36 overlaps in succession the top flanges I, 35 and the lower topmember 3'! has its web 39 secured to the member 36 and its arms 40 insuccession to the upper parts of webs 6 and to the arms 34. Both members36 and 31 have a longitudinal reinforcing groove 4|.

The end margins of the members 23, 3|, 36 and 3! are secured, preferablyby arc welding, to the casting l3 along lines where the latter isreinforced by longitudinal walls or interior webs. The end zones of thewebs and flanges 28, 29 and 32 are reinforced by bands 42 (Figures 2, 3and 7) spot welded to them and are welded to the casting I8.

The casting I8 is similar to the end casting of the before mentionedsimultaneously filed application Serial No. 588,866, but it has inaddition an inboard extension 43 of that section with a top wall 44,side walls 45 and a marginal flange 46 extending continuously along thesides and around the inboard end of the extension. The side portions offlange 46 are secured b rivets 41 to the overlapping marginal portionsof top wall 36 and flanges 25, 35 (Figures 2, 4 and 7).

From the outboard side of the plates 22 at the bolster beam location toth plane IS, a longitudinal structure 48 i secured by its marginalflanges 49 to the insides of webs 24 between the upper and lower webportions 6 (Figures 2, 4, 6, 9 and 10). The flanges 49 adjoin horizontalmarginal web portions 56 interconnected by a channel section portionhaving a bottom wall 5! and side walls 52. A transverse brace 53arranged near the middle between the ends of the structure 48interconnects the web portions 50. The described full cross section 49,50, 5|, 52 extends only between the brace 53 and the end at' the plane16 whereas inboard of brace 53 the structure 48 is only formed on eachside by flange 49 and a narrow strip of the Web portions 50. Theoutboard end regions of the flanges 49, the web portions 53 and thewalls 52 are reinforced by Z-section members 54 snugly fitting over andsecured to them.

A transverse vertical plate 55 abuts and is secured, by arc welding, tothe outboard margins of the bottom wall members 4, 5, the structure 48,54 and the webs 6 and 24 (Figures 3, 4 and 6). The plate 55 constitutesthe inboard abutment for the buffing and draft gear (not shown). It isobvious how effectively the plate 55 will transmit compression forcesfrom the bufling gear into the bottom wall and the side walls of thecenter sill either directly or via the structure 48, 54.

The outboard abutment 56 for the draft'gear is formed on a reinforcingstructure having a pair of cast or forged side members 51, each mainlyangle shaped in cross section with an upstanding arm 58 and an outwardlydirected lower arm 59 (Figures 2, 3, 4 and 8). The angles 58, 59 fitover the angles formed by the webs 6, 24 and the flanges 8, 26 of thecenter sill side walls and extend longitudinally across and in bothdirections a distance beyond the location of the second end sill IS. Theupper margins of the arms 58 are interconnected by a transverse bridge60 integrally secured to or formed as a one-piece part. with them.Rivets 6| connect the arms 58 along their entire length and the outboardends of the arms 59 to the side wall portions 6, 24, 28 and 8, 26, 29,respectively, and some of the rivets pass also through the vertical arms63 of angle-shaped reinforcing members 62 on the outside of the sidewalls 24, The other arm 64 of each member 62 extends outwardly above therespective flange 26.

It will be noted that the structure 51, 68 extends in inboard andoutboard direction across and beyond the planes I! and at which some ofthe longitudinal webs, flanges and members terminate or begin, and thatit thereby contributes to the achievement of the necessary strength inthis region. It Will be noted furthermore that the members 51, whichhave to transmit the draft from the draft gear into the center sill aredirectly riveted to such sill portions as the webs 6, 24, 28 and theflanges 8, 26, 29 which extend inboard into the middle portion or atleast inboard beyond the bolster beam'locationof the center sill.

The space for the draft gear between the plate and members 55, 51 is, asshown in Figures 2 to 4, 6 and 8, closed in part at the bottom by acover structure 65 having marginal'side flanges 66 and three bridges 61,68, 69, respectively, at the inboard end, in the middle and at theoutboard'end. A great number of strong bolts I0 secure the structure 65by its flanges 66 to the flanges 8, 26, the marginal portions of thebottom wall '5,'the arms 59 of the reinforcing structures 51 and thearms 64 of the angles 62. This cover structure 65 extends likewiselongitudinally across the ends of successive center sill profiles.

The structures 51 and 65 constitute with their bridges 6D and 69 aclosed ring surrounding the draft gear, the outlines of which areindicated by dot-and-dash lines II in Figure 8, and thereby relieve thecenter sill from the tendency of being spread'a'part or otherwisedeformed under compression load with the coupler (not shown) at an angleto thelongitudinal center line of the center sill. The inboard portionof the draft gear is guided and supported by bearing plates I2 providedon the arms 58 of the plates 51 and on the structure 65 (Figure 6), andthe coupler will be journaled to the inboard portion just outboard ofthe bridges 60, 69.

The bolster beam 2, shown in Figures 1 to 4 and 9 to 14, has on eachside of the center sill I a pair of longitudinally spaced webs I3 eachprovided along its upper and lower margins with flanges I4 and 15. Theupper portions of the webs I3 and the flanges "extend as a one-piecestructure across the center sill as clearly shown in Figures 4, 9 and13, so that the sides of the beam are actually formed of two membersextending over the width of the underframe. A bottom web I6 bridges thespace between the vertical webs I3 and is overlappingly secured,preferably by spot Welding, to the flanges I5. This bottom web I6extends without interruption from one side of the underlrame to theother and has its central portion arranged in contact with the undersideof the center sill bottomplate 5 and secured thereto in a manner to bedescribed later on. A cast or forged bracket, 11 on each side, seeFigures 2, 3, 9 to 11 and 13, has'its vertically and longitudinallyextending web I8 and horizontal marginal flanges I9 and 88 shaped anddimensioned to fit from the outside into the-channel section sill member23 (Figure 13) and a pair of transversely extending vertical arms 8Ifitted between and secured, preferably by electric spot welding, to theinner marginal portions of the respective side walls I3 of the beam I(Figures 9 to 11 and 13). The lower side flanges I5 of the bolster beamend at the outer marginsof the flanges 88 of the brackets 11 and aresecured thereto, preferably by electric arc welding, Figures 9 and 11.

A pair of transverse bulkheads B2 are, as shown in Figures 2 to 4, 9 to'11 and 13, arranged sub stantially in the planes of the arms- 8| in theinterior of the center sill and overlap by their marginal flanges 83 and84 respectively the insides of the webs 6, the filler plates 22, thearms I I and the Web II! of the bottom member I of the sill. Rows ofrivets 85 pass through the-overlapping portions of the Webs I8 andflanges 80 of the brackets TI, the webs, walls, filler plates andflanges of the center sill, the flanges 83, 84 of the bulkheads 82, thebolster beam bottom wall I6 and through the center plate 86. The centerplate, which is adapted for the support of the underframe on a truck(not shown) extendsin longitudinal direction beyond ,the brackets 11 andis secured in those regions by additional rivets to the center sill.Heavy gauge channel section members 81, see Figures 1, 2, 4, 9, 10 and12 to 14, extend uninterruptedly over the entire width of the underframeand have their webs and top arms 88," 89 nested in the angles formed bythe webs I3 and top flanges I4 of the bolster beam side walls whereastheir wider bottom walls 90 overlap and are secured to the top flangesI, 25 of the center sill. The bottom Walls or webs 88 also abut and aresecured together with the central portions of webs I3 to upwardlyprojecting parts 9| of the bulkheads 82, preferably by electric spotwelding (Figures 4 and 13). Single rivets 92 (Figures 9 and 10) passthrough the upper ends of the bracket arms 8i, the side walls I3 of thebolster beam and the webs 88 of the transverse members 8! so as toreinforce additionally the connection between these members and thecenter sill. I It will be understood that the flanges I5 and the bottomweb I6 as well as the center sill parts connected to the web I6constitute the lower chord of the bolster beam whereas the upperchord isconstituted by the upper marginal portionsof the webs I3, and by themarginal flanges I4 and the members 81 which are arranged on the,outside of the bolster beam, so that the latteris open at the top andthereby accessible for making the rivet and weld joints.

This construction of center sill and bolster beam and of theirconnection is believed to bemuch stronger than previously attemptedsheet metal center silland bolster beam structurestbecause there ispractically no inter'r-uption of the continuity of the webs and chordsof the bolster beam where it intersects the center sill.

Secured to the underside of the bolster beam is on each side a sidebearing 93 (Figures 9 and 12). The region where the steeply inclinedinner portion and the less inclined outer portion of the bolster beamunderside meet has the connections between the bottom web I6 and thevertical walls I3 reinforced by deposit, preferably arc Welds 04,thereby counteracting the tendency of the flanges I5 and the bottom webI6 to become separatedunder vertical bending stresses which can not bewell sustained by the spot welds between these members.

Near each outer end of the bolster beam, see Figures 1, 9 and 14, aheavy vertical plate 95 is inserted between the portions of the verticalwalls, I3 adjoining the channel members 81. Above and below in theregion of the members 81 the plate 95 extends longitudinally in bothdirections beyond the walls I3 and is secured, such as by arc welding,below the bottom arms 90 to the end margins of the walls I3, flanges I5and bottom wall 16. The upper portions of the walls I3, top flanges I4and members 81 extend through cutouts in and a short distance outwardlybeyond the plate 95 to which they too are welded, and their outwardlyprojecting ends are secured, such as are welded, to a horizontal,inwardly facing U-section member 96. The member 96 ends at the marginsof the arms 90. The aforesaid outwardly projecting portions and thechannel section member 96 are nested in an inwardly facing channelsection portion of the underframe side sill 91 and are secured theretoby a multitude of spot welds indicated respectively by heavy black dotsand by asterisks in Figures 9 and 14.

This side sill 91 and its connection to the side wall unit 98, as wellas the connection between the side wall unit 98 and the upwardlyextending plate 95 are similar to the constructions disclosed in andcovered by the hereinbefore mentioned applications Serial No. 580,647,and Serial No. 580,646.

The lower part of plate 95 and a jacking pad 99 are riveted to the lowerparts of the side sill and the bolster beam as shown in Figures 1, 9 and14.

From the foregoing description and from the drawings it will have becomeclear that the bolster beams are secured over a wide area to theunderframe side sill and to the body side wall.

The inboard member 81 is adj oined by the hereinbefore described floorplans I4, I5, the last of which has its vertical arm I5 secured by anangle section strip I to the arm 90 of the member 81 (Figure 14) or itsbottom wall overlappingly se- -cured to said arm 90 (Figures 2, 4 and10). This means that, in regard to the connection between :'members I4and 81, Figure 14 shows a slight modification over the precedingfigures.

' The outboard member 81 is continued by chan 'nel and Z-section floorpans IIBI of heavier gauge than the floor pans I4, I and these membersare likewise connected to the top of the center sill.

See Figures 1, 2, 4, and 14. The inboard member IOI overlaps and issecured to the marginal portions of the arm 90 of the member 81. Thelast outboard member IOI has its vertical wall or arm I02 secured to theupper margin of the vertical web I03 of the second end sill I9. This webI03 on each side of the center line has its inner end secured, such asby arc welding, to the respective reinforcing member 62, and isreinforced by lower horizontal marginal angle sections I04 and byvertical members I05. See Figures 2 to 4 and 8.

The end casting I8 is connected with the side portions I06 of the endsill. Adjoining the center sill on both sides and extendinglongitudinally between the sill I9 and the sill I8, I06 are, as shown inFigures 2, 4, '7 and 8, Z-section members I 07 secured by angle orU-section members I08 to the center sill and supporting by their outerarm I09 short channel section floor pans I I0 which fill the spacebetween the .web I03 and the end sill portions I06. A space between theinboard floor pans H0 and the web I03 permits the passage of thevertical reinforcement I05.

The construction and arrangement of the memr bers I4, I5; IOI and I06 toH0 are substantially identical with the construction disclosed at lengthin the aforementioned application Serial No. 588,866, of the co-inventorW. B. Dean on Underframe for vehicles, especially railway cars, andneed, therefore, not to be described here again in detail. Also theconnection between the floor pans and the side sills is disclosed in thesame application as well as in the hereinbefore cited U. S. applicationsSerial No. 580,646 and Serial No. 580,647. It will be understood thatthe space beneath the top wall 44 of the casting I8 and the spaces atthe sides of the extension 43 of the casting beneath the members I0Iserve for the housing of the buffer gear in similar fashion as disclosedin the simultaneously filed application, Serial No. 588,866, abovereferred to.

The illustrated and described structure consists mainly of sheet metalprofiles, preferably of high tensile sheet metal such as cold rolledaustenitic stainless steel. The overlapping portions of these membersare practically throughout interconnected by electric spot or seamwelding, the welding spots being indicated at many places by asterisksor heavy black dots at the interfaces. In limited regions only is thestructure reinforced by castings and forging s and are are welds, rivetsand bolts used as connecting means. All this leads to a strong but lightweight structure. Nowhere is there a sharp break in the construction ofthe center sill inasmuch as the joints between two consecutive membersare always overlapped by members extending in both directions acrosssuch joints. There is no weakening of the center sill by the bolsterbeam attachment; to the contrary, the center sill is heavily reinforcedin the bolster beam region. The bolster beam constitutes, as emphasizedhereinbefore, a structure which has in efiect through-running verticalwalls and through-running top and bottom chords and is firmly securedand tied into the center sill and the center bearing.

Contributing to the fitness of the new structure for sustaining thestresses exerted thereon are also in large measure the members 51, 60and 55, 6B which, on account of the fact that they constitute a closedring of great strength and are tied into, indeed, actually form thecentral part of the second end sill I9, will not give way under acompression load with the coupler at an angle as it was experienced insimilar constructions consist-' ing mainly of sheet metal.

Finally, the new construction is stronger than previous structures onaccount of the integral casting I8 at the end of the sheet metalstructure, which casting combines the buffer bar, a coupler carrier IIIand the attachment II2 for the collision posts (not shown) so as to makeuse of the full strength of these members.

.The modified embodiment illustrated inFi ures15, 'lfiand 17 base.center sill substantially identical with the center sill of the firstembodiment, yet this center sill extends without change in cross sectionthrough the intersection with the bolster beam H3, and requirestherefore no further description. The same reference numerals aresupplied for corresponding parts of both embodiments.

The bolster beam H3 has on each side of the center sill a pair oflongitudinally spaced vertical walls I I 4 provided with outwardlydirected flanges H5 and H6. The bottom wall or web I I! is connected tothe flanges H6 and extends uninterruptedly across the underside of thecenter sill. Each side wall H4 is also provided along its inner verticalmargins with a flange H8. The top chord of the bolster beam isconstituted by an upwardly facing hat section H9 bridging by its web Ithe space between the side walls H4, having its side walls I2I securedto the side walls H4 and its top flanges I22 secured to and extendedlongitudinally beyond the flanges 'I I5. This member H9 extendsuninterruptedly across the center sill and has its web I20 secured tothe top flanges 1 thereof.

The inner ends of the side walls H4 are interconnected by generallyU-section members I23 which have their side arms I24 secured, preferably by spot welding, to the side walls I I4. The bottom walls or websI25 of the members I23 and the flanges I I 8 of the side walls aresecured to the upstanding arm I26 of an angle plate or bracket I21, thelower arm I28 of which is welded to the flanges H6. The plates I21 nestin the angles formed by the webs 6 and the bottom flanges 8 of thecenter sill on each side and are secured to the lateral marginalportions of the center sill and to the bottom web I I! of the beam by anumber of rivets I29 which will also hold the center bearing (notshown).

Inserted between the side walls of the center sill and arranged in theplanes of the bolster beam side walls H4 are a pair of bulkheads I30provided with marginal flanges I3l, I32. The vertical flanges I3I, armsI26 of the plates I21, the center sill side walls 6 and the flanges H8of the bolster beam side walls are secured together by bolts I33 orsimilar connecting means such as rivets. Also the bottom flange I32 ofeach bulkhead I3Il is secured to the bottom members 4 and 5 of thecenter sill and the bottom plate H! of the bolster beam by bolts one ofwhich is visible in part at I34 in Figure 15. It will be noted that thebulkheads I30 have the middle portions of their marginal flanges I3I,I32 inwardly arched so as to pass around the grooves 9 and I2, I3 of thecenter sill walls. The bulkheads I30 are also secured to the side wallsI2I of the top chord member II 9.

The bolster beam side walls I I4 and their lower flanges H6 arereinforced by angle brackets I35 stiffened by ribs I36 which serve forthe transmission of the stresses from the side bearing I31.

Instead of the deposit weld of the first embodi ment between the sidewalls and the bottom wall of the bolster beam, in this embodiment anglesection strips I38 are inserted and spot welded by their arms to thevertical walls H4 and the bottom Walls II'I, Figure 17.

Also in this embodiment the walls of the bolster beam extend in efiectuninterruptedly across the center sill and the connection betweenbolster beam and center sill is of great strength.

The invention is not restricted to the illustrated embodiment but itsbasic features can be applied to other structures and can be modifiedwithout departing from the spirit of'theinvention and the coverageafiorded by the attached claims.

What is claimed is:

1. In a vehicle body underframe, a hollow section center sill havingtransversely spaced side walls, a transverse beam having portionsextending laterally on both sides of the center sill, a bulkheadinterconnecting the lateral portions of the transverse beam in theinterior of the center sill, a longitudinal reinforcing corrugationformed in the side walls of said sill, said corrugation being cut awayat the location of the bulkhead whereas the portions of the side wallsabove and below said corrugation are continued across the location ofthe bulkhead.

2. In a vehicle body underframe, a hollow section center sill havingtransversely spaced side walls, a transverse beam having portionsextending laterally on both sides of the center sill, a bulkheadinterconnecting the lateral portions of the transverse beam in theinterior of the center sill, a longitudinal reinforcing corrugationformed in each of the side walls of the sill, said corrugation being cutaway at the location of the bulkhead Whereas the portions of said wallsabove and below said corrugation are continued across the location ofthe bulkhead, said side walls being reinforced by added means in andadjacent "the region of the bulkhead and the cut-out of the reinforcingcorrugations.

3. In a center sill for vehicles such as railway cars: transverselyspaced longitudinally extending vertical walls interconnected bytransverse webs and walls, and a casting structure having side portionsinserted between the side Walls of the center sill and secured thereto,said structure being adapted for the passage of and provided withabutments for a draft and buffing gear and having a bridgeinterconnecting the upper parts of the side portions, a cover plate,connecting means between the cover plate and the lower marginal portionsof the side walls of the center sill and the side portions of saidstructure so as render the cover plate a main stress transmittingelement and so that the structure and plate together result in a closedframe for the passage of said gear.

4. In a center sill for railway cars and the like vehicles, comprising:a hollow section sheet metal structure composed of vertically andlongitudinally extending walls and of a top wall inter-connecting theside walls and extending from the outboard end of the structure for somedistance inboard, in combination with a buffer casting having a verticalportion secured to the end margins of the side walls of the center silland having an inboard extending arm overlapping the top surface of andconnected with said top wall.

5. In an underframe for railway cars and the like vehicles, a centersill and a bolster beam secured together at their intersection, saidcenter sill having transversely spaced side wall members interconnectedby a horizontal wall structure along one of the top and underside of thesill, longitudinal reinforcing grooves formed in said side wall membersinboard of and terminating at said bolster beam, said side wall membersand said horizontal wall structure extending across the intersectionwith the bolster beam to a region between the bolster beam and the endof the underframe, a second set of side wall members extending from aregion inboard of said bolster beam to about the end of the underframeand being secured in overlapping relation to said first named side wallmembers, a second horizontal wall structure interconnecting the sidewalls along the other one of said top and underside of the sill andextending from a region inboard of the end of said first namedhorizontal wall structure to about the outboard end of the center sill,so that said center sill includes a number of longitudinal members andstructures ending in different regions and overlapping one anotherthereby avoiding stress concentrations, and so that at least several ofthe longitudinal center sill members and structures extend across theintersection with the bolster beam.

6. Center sill for railway and the like vehicles comprising a hollowsection middle portion having transversely spaced side wallsinterconnected by a generally horizontal bottom wall, said side wallsand said bottom wall ending short of the end of the center sill but theside walls extending in outboard direction beyond the bottom wall,additional side wall members overlapping said first named side wallsfrom a region inboard of the end of the bottom wall and extending toabout the end of the center sill, and a top wall struc tureinterconnecting the side walls and extending from a region inboard ofthe end of the bottom wall to about the end of the center sill.

7. In an underframe for railway and the like vehicles, a hollow sectionsheet metal center sill and a hollow section sheet metal bolster beam,said center sill having a middle portion including U-section side wallmembers facing outwardly and each provided with at least onelongitudinal reinforcing groove in its vertical arranged web, saidgrooves terminating on the inboard side of the bolster beam but the webportions above and below the groove extending outboard across thebolster beam location toward the end of the underframe, a second pair ofoutwardly facing U-section side wall members having a plane web andbeing nested in said first named U-section members, said secondU-section members extending from a point inboard of the bolster beambeyond the end of said first named U-section mem bers and having theirwebs longitudinally split in the end region, the lower portions of saidsplit webs and the attached lower arms of the U-sections divergingtoward the end of the underframe, a triangular structure insertedbetween and secured to the upper and lower sections of the webs, andtransverse bulkheads arranged in line with the side walls of the bolsterbeam arranged in the interior of the center sill and secured by marginalflanges to the side wall members of the sill immediately outboard of theend of said reinforcing grooves.

8. A hollow section transverse beam for vehicles such as railways cars,comprising: longitudinally spaced vertical walls, a bottom wall andreinforcements secured to the upper margins of the side walls andarranged on the outsides thereof, a longitudinally extending anglesection member connected with the outer ends of said side walls and saidreinforcements and adapted for connection with a longitudinal side sillstructure so as to transmit the stresses from the beam into the sidesill structure over a wide area.

9. In an underframe structure for vehicles such as railway cars: acenter sill and a hollow-section transverse beam, the latter comprisinglongitudinally spaced vertical walls, the upper portions of saidvertical walls extending uninterruptedly across the top of said centersill, angle-section profiles having one of their arms secured to theoutside of the upper portions of said vertical walls while the other oneof their arms extends genergenerally horizontally away from the centerof the transverse beam, said angle-section profiles extendinguninterruptedly across the center sill and having their said other armssecured to the top of the center sill, said second-named arms of theangle-section profiles constituting part of a floor panel structure,having its adjoining parts secured to the margins of said second-namedarms.

11. End underframe structure for railway cars comprising a bolster beamand a hollow-section center sill portion extending between said bolsterbeam and the outboard end of the structure, said center sill portionhaving transversely spaced vertical walls interconnected by verticallyspaced top and bottom webs, said top web extending from the outboard endof the sill portion to a point spaced in outboard direction from thebolster beam, and said bottom web extending from the bolster beam to apoint spaced from the outboard end of the sill portion but beyond theinboard end of the top web, the arrangement of said webs serving fordirecting at least a large part of the stresses exerted by bufiing anddraft gear on the outboard end of the center sill downwardly in inboarddirection into the lower part of the center sill portion.

12. End underframe structure for railway cars comprising a bolster and ahollow-section center sill portion extending between said bolster andthe outboard end of the structure, said center sill portion havingtransversely spaced vertical walls interconnected by vertically spacedtop and bottom webs, a draft and buifing gear abutment arranged betweenthe bolster and the outboard end of said sill portion in the interior ofthe latter, said top web extending from the outboard end of the sillportion to a point between said abutment and said bolster, and saidbottom web extending from the bolster to said abutment, the arrangementof said webs serving for directing at least a large part of the stressesexerted by buffing and draft gear on the outboard end of the center silldownwardly in inboard direction into the lower part of the center sillportion.

ALBERT G. DEAN. WALTER B. DEAN.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 998,697 King July 25, 19111,164,019 Rohlfing Dec. 14, 1915 1,771,090 Lodas July 22, 1930 2,122,159Shaver June 28, 1938 2,132,232 Duryea Oct. 4, 1938 2,143,216 Tesseymanet al. Jan. 10, 1939 2,331,891 Dean Oct. 19, 1943 FOREIGN PATENTS NumberCountry Date 715,869 France Sept. 29, 1931

